Exhaust throttling for cabin heating

ABSTRACT

Embodiments for heating a vehicle cabin are disclosed. In one example, a method for heating a vehicle cabin comprises closing an exhaust throttle while diverting at least a portion of throttled exhaust gas through an exhaust gas recirculation (EGR) cooler coupled upstream of the throttle, and transferring heat from the EGR cooler to a heater core configured to provide heat to the vehicle cabin. In this way, exhaust heat may be directly routed to the cabin heating system.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 14/072,334, entitled “EXHAUST THROTTLING FOR CABIN HEATING,”filed on Nov. 5, 2013, now U.S. Pat. No. 9,404,409, the entire contentsof which are hereby incorporated by reference for all purposes.

FIELD

The present disclosure relates to a system for heating a cabin of amotor vehicle.

BACKGROUND AND SUMMARY

Rapid cabin heating of a motor vehicle is desired, particularly duringcold ambient conditions, to provide passenger comfort. Classically,cabin heat comes from the engine coolant, which may be heated indirectlyvia a massive increase in exhaust heat. However, such a method is energyinefficient and wastes fuel, as only a small fraction of the exhaustheat appears in the engine coolant.

The inventors have recognized that exhaust heat whose route is alteredby throttling the exhaust may be recovered and directly routed to thecabin heating system rather than indirectly routed to the cabin heatingsystem via the engine coolant system. Accordingly, a method for heatinga vehicle cabin is provided, comprising closing an exhaust throttlewhile diverting at least a portion of throttled exhaust gas through anexhaust gas recirculation (EGR) cooler coupled upstream of the throttle,and transferring heat from the EGR cooler to a heater core configured toprovide heat to the vehicle cabin.

In this way, the exhaust may be throttled to route the exhaust flowthrough an EGR cooler, and the exhaust heat may be transferred to thecabin heating system coolant via the EGR cooler. By doing so, the cabinheating system heater core may be provided with early exhaust heatdirectly, rather than the early exhaust heat being dissipated via theengine and contacting surfaces. As such, energy used to heat the vehiclecabin may be reduced, increasing fuel economy.

Thus, in the above-described method, exhaust heat may be prioritized forcabin heating over engine heating. In fact, the engine coolant could beice cold and this system would still provide cabin heat extracted fromengine exhaust. This may have multiple advantages. First, it providesrapid cabin heating at start. Second, it provides an effective method ofgetting the exhaust heat to the cabin heater core, which is crucial foridling conditions in cold ambient temperatures. Further, when enoughcoolant heat is available for cabin heating, the system worksconventionally. In this conventional case, one would cease to throttlethe exhaust to route it through the EGR cooler. Should EGR cooling becalled for, the cabin has first priority use of this extracted heat. Ifcabin heat is not called for, the heat is added to the coolant system.

Further, in some examples, exhaust condensation in the exhaust to awater heat exchanger may be intentional. This gives improved heattransfer from the exhaust to heat exchanger due to the heat ofvaporization. In some examples, the controller may adjust operation sothe exhaust flow is not allowed to flow into the engine intake system(EGR) until the heat exchanger's (EGR cooler) temperature is high enoughto avoid condensation. But exhaust condensation in the exhaust path isan occurrence on most, if not all, engine starts.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic depiction of an engine system.

FIG. 2 shows a flow chart illustrating a method for heating a vehiclecabin according to an embodiment of the present disclosure.

FIG. 3 shows an example exhaust throttle and heater core circulationpump adjustment for expediting heater core warm-up, according to thepresent disclosure.

FIG. 4 shows a flow chart illustrating a method for maximizing heattransfer to a vehicle cabin according to an embodiment of the presentdisclosure.

FIGS. 5-6 show diagrams illustrating approaches for selecting a flowrate for maximizing heat transfer to a vehicle cabin according toembodiments of the present disclosure.

DETAILED DESCRIPTION

Methods and systems are provided for expediting heater core warm-up in avehicle engine, such as the engine system of FIG. 1. During an enginecold-start and warm-up, synergistic benefits of increased exhaustbackpressure and subsequent heat rejection at an EGR cooler may beadvantageously used to quickly raise coolant temperature provided to theheater core. The conventional approach to getting heat out of theexhaust and into engine coolant includes maximizing the coolant flowrate and minimizing the coolant volume (via isolating coolant branchessuch as the branch into the radiator).

However, in the claimed configuration, the coolant is sourced from theengine's general coolant system, passes through the heat pick up element(EGR cooler) and then passes through the heat sink (heater core), and isreleased into the engine's general coolant system. In this case, thereis a given coolant flow rate that achieves maximum heat transfer intothe heater core. That coolant flow rate is a function of the heater coretemperature drop. The maximum heat is transferred when the product ofthe temperature drop across the heater core and flow rate are maximized.

A controller may be configured to perform a method, such as the examplemethods of FIGS. 2 and 4, to throttle an exhaust valve positioneddownstream of an EGR passage take off to raise an exhaust backpressurewhile also closing an EGR valve to flow at least a portion of thethrottled exhaust gas through an EGR cooler. By throttling the exhaustinstead of diverting the exhaust, the exhaust gas gets increasedresidency time at the heat exchanger. There may be some tertiary effectof better heat transfer with higher pressure. The increased backpressureenables a rapid increase in engine temperature by trapping hot exhaustgas in engine cylinders, while flow of throttled exhaust gas through anEGR cooler enables an increase in coolant temperature via exhaust heatrejection at the EGR cooler. Example heater core circulation pump andexhaust throttle adjustments are described at FIGS. 3-4. Example systemcharacteristics and flow rate selection parameters are described atFIGS. 5-6.

FIG. 1 shows a schematic depiction of a vehicle system 106. The vehiclesystem 106 includes an engine system 108, including engine 100 coupledto emission control system 122. Engine 100 includes a plurality ofcylinders 130. Engine 100 also includes an intake 123 and an exhaust125. Intake 123 may receive fresh air from the atmosphere through intakepassage 142. Air entering intake passage 142 may be filtered by airfilter 190. Intake passage 142 may include an air intake throttle 182positioned downstream of an intake compressor 152 and an intake chargeair cooler 184. Intake throttle 182 may be configured to adjust the flowof intake gas (e.g., boosted intake air) entering engine intake manifold144. Exhaust 125 includes an exhaust manifold 148 leading to an exhaustpassage 145 that routes exhaust gas to the atmosphere via tailpipe 135.

Engine 100 may be a boosted engine including a boosting device, such asturbocharger 150. Turbocharger 150 may include intake compressor 152,arranged along intake passage 142, and an exhaust turbine 154, arrangedalong exhaust passage 145. Compressor 152 may be at least partiallydriven by turbine 154 via shaft 156. The amount of boost provided by theturbocharger may be varied by an engine controller. In some embodiments,a bypass passage controlled via a wastegate (not shown) may be coupledacross the exhaust turbine so that some or all of the exhaust gasesflowing through exhaust passage 145 can bypass turbine 154. By adjustingthe position of the wastegate, an amount of exhaust gas deliveredthrough the turbine may be varied, thereby varying an amount of boostdelivered to the engine intake.

In further embodiments, a similar bypass passage controlled via a bypassvalve (not shown) may be coupled across the intake compressor so thatsome or all of the intake air compressed by compressor 152 can berecirculated into the intake passage 142 upstream of compressor 152. Byadjusting the position of the compressor bypass valve, pressure in theintake system may be released during selected conditions to reduce theeffects of compressor surge loading.

An optional charge air cooler 184 may be included downstream ofcompressor 152 in the intake passage to reduce the temperature of intakeair compressed by the turbocharger. Specifically, after-cooler 184 maybe included upstream of intake throttle 182 or integrated into theintake manifold 144.

Emission control system 122, coupled to exhaust passage 145, includes acatalyst 170. Catalyst 170 may include multiple catalyst bricks, in oneexample. In another example, multiple emission control devices, eachwith multiple bricks, can be used. Catalyst 170 can be a three-way typecatalyst in one example. In other examples, catalyst 170 may be anoxidation catalyst, lean NOx trap, selective catalyst reduction (SCR)device, particulate filter, or other exhaust treatment device. Whilecatalyst 170 is arranged downstream of turbine 154 in the embodimentsdescribed herein, in other embodiments, catalyst 170 may be arrangedupstream of a turbocharger turbine or at another location in the engineexhaust passage without departing from the scope of this disclosure.

An exhaust throttle or backpressure valve 164 may be located in theexhaust passage, downstream of exhaust catalyst 170. In the embodimentsdescribed herein, controller 120 may control a position of exhaustthrottle 164 based on various engine operating conditions and parametervalues (e.g., engine cold start, stored vacuum level, shutdown, etc.).In other embodiments, the exhaust throttle, exhaust passage, and othercomponents may be designed such that the exhaust throttle ismechanically controlled as needed during various engine operatingconditions, without control system intervention. Exhaust throttle 164may not simply bypass flow past EGR cooler 162, but may route theexhaust though a flow restrictive path that includes EGR cooler 162,bypass passage 165, exhaust passage 168, and tailpipe 135. Thus reducingthe flow area of exhaust throttle 164 results in exhaust throttling aswell as increasing flow through EGR cooler 162. As elaborated withreference to FIG. 2, exhaust throttle 164 may be selectively closed bycontroller 120 during engine cold-start conditions to rapidly raise anexhaust pressure and temperature. By throttling the exhaust valve, alarger amount of hot exhaust gas can be trapped in an engine cylinder,further raising an exhaust temperature and expediting the downstreamexhaust catalyst reaching its activation temperature. The throttledexhaust gas may also be of increased pressure relative to non-throttledexhaust gas, leading to increased exhaust temperature and/or increasedresidence time in various exhaust components. Further, the hot exhaustgas may be routed through an EGR cooler positioned in an EGR passagecoupling the engine exhaust to the engine intake. The EGR cooler may actas an exhaust-to-coolant heat exchanger to heat coolant that is routedto the cabin heating system heater core, thus expediting cabin heating.Note that any heat extracted from the EGR cooler is first available tothe cabin's heater core and only if excess heat exists, does the heattransfer to the engine's cooling system.

As such, the improvement in heat transfer to the engine, exhaustcatalyst, and cabin heating system heater core via throttling of theexhaust can be attributed to at least two effects. First, any given massof exhaust gas has a higher residency time in the EGR cooler 162 becauseof the increase exhaust mass in the EGR cooler 162 due to its densityincrease. Said another way, when throttled, the high temperature exhaustgas spends more time in contact with the catalyst and EGR cooler, thedesired recipients of the heat. Further, the expansion to atmosphereafter traveling though the catalyst and EGR cooler potentially drops thetemperature below ambient temperature, evidence of the effectiveness oftaking out the heat while the pressure is still high . . . . Inparticular, by using a post-catalyst exhaust throttle, the time andtemperature that a given mass of exhaust gas is in contact with engineparts is substantially increased. This expedites the catalystactivation. It will be appreciated that while the depicted embodimentachieves post catalyst expansion of the exhaust via an exhaust throttle,in alternate embodiments, the same may be achieved via a post-catalystorifice in the engine exhaust passage 168.

Exhaust throttle 164 may be maintained in a fully open position (or wideopen throttle) during most engine operating conditions, but may beconfigured to close to increase exhaust backpressure under certainconditions, as will be detailed below. In one embodiment, exhaustthrottle 164 may have two restriction levels, fully open or fullyclosed. However, in an alternate embodiment, the position of exhaustthrottle 164 may be variably adjustable to a plurality of restrictionlevels by controller 120.

As detailed herein, adjustments of exhaust throttle position may affectair flow through the engine. For example, a fully closed exhaustthrottle may be conceptualized as a “potato in the tailpipe” whichrestricts exhaust flow, thereby causing an increase in exhaustbackpressure upstream of the closed exhaust throttle. This increase inexhaust backpressure leads to a direct increase in exhaust heat transferwhich may be advantageously used during selected conditions (e.g.,during an engine cold-start and warm-up) to expedite warming of exhaustcatalyst 170 and/or the cabin heating system. In some embodiments, whileclosing the exhaust throttle, spark timing may be retarded to furtherelevate exhaust temperatures, thereby further expediting catalystactivation.

To compensate for the effects of exhaust throttle adjustment on engineair flow, one or more other engine components may be adjusted. As anexample, as the exhaust throttle closes, mass air flow may initiallydecrease, and thus an intake throttle (such as intake throttle 182) maybe opened to admit more air to the engine to maintain engine speed andreduce torque fluctuation. In this way, while the exhaust throttle isused to manage backpressure, airflow may be controlled to limit anengine output torque. As another example, spark timing may be adjusted(e.g., advanced) while the exhaust throttle is closed to improvecombustion stability. In some embodiments, valve timing adjustments mayalso be used (e.g., adjustments to an amount of valve overlap) inconjunction with throttle position adjustments to improve combustionstability. For example, intake and/or exhaust valve timings may beadjusted to adjust internal exhaust gas recirculation and increasecombustion stability.

Vehicle system 106 further includes a low-pressure EGR (LP-EGR) system161. LP-EGR system 161 includes an EGR passage 163 that couples exhaustpassage 145, downstream of exhaust catalyst 170 and upstream of exhaustthrottle 164, with air intake passage 142, upstream of compressor 152.An EGR cooler 162 arranged in EGR passage 163 cools exhaust gas flowingthere-through, as will be detailed below. A position of EGR valve 159,located in EGR passage 163 on the intake passage side of EGR cooler 162(e.g., downstream of the outlet of the EGR cooler 162), may be adjustedby controller 120 to vary an amount and/or rate of exhaust gasrecirculated from the exhaust passage to the intake passage via theLP-EGR system. In some embodiments, one or more sensors may bepositioned within LP-EGR passage 163 to provide an indication of one ormore of a pressure, temperature, and air-fuel ratio of exhaust gasrecirculated through the LP-EGR passage. For example, temperature sensor118 may be coupled to an outlet (on the intake passage side) of EGRcooler 162 and may be configured to provide an estimate of an EGR cooleroutlet temperature. As elaborated below, during an engine cold-start andwarm-up, an opening of exhaust throttle 164 may be adjusted based on theEGR cooler outlet temperature to expedite heating of an enginetemperature. Exhaust gas recirculated through LP-EGR passage 163 may bediluted with fresh intake air at a mixing point located at the junctionof LP-EGR passage 163 and intake passage 142. Specifically, by adjustinga position of EGR valve 159, a dilution of the EGR flow may be adjusted.

As such, when EGR valve 159 is closed, at least a portion of exhaust gasmay be directed through EGR cooler 162. As elaborated with reference toFIG. 2, by selectively increasing an amount of (hot) exhaust gasdirected through EGR cooler 162, heat rejection at the EGR cooler may beincreased. Since the EGR cooler is a heat exchanger configured toexchange with coolant that is fluidly coupled to an engine coolantsystem, the additional heat rejected at the EGR cooler may be used toheat coolant directed to the cabin heating system heater core, therebyheating the cabin. After passing through the heater core, the coolantmay be routed to the engine coolant system, where it may pass throughthe engine and/or one or more heat exchangers. By using this heatrejection to increase heater core temperature during selected operatingconditions, such as during an engine cold-start and warm-up, exhaustcatalyst activation can be expedited while also providing cabin heatduring a cold-start. As such, this provides a more effective way ofrecovering latent heat from the water in the exhaust. While the exhaustis condensing, it may be routed through the heat exchanger and back tothe exhaust pipe. While the exhaust is non-condensing, it is availablefor LP-EGR. (Typically it is desired to keep liquid out of the engineair ducts.) While the EGR valve 159 is open, it may be necessary to runpump 54 at a computed flow rate to prevent coolant boiling in the EGRcooler 162.

A bypass passage 165 may be included in vehicle system 106 to fluidlycouple EGR passage 163 with exhaust passage 145. In particular, bypasspassage 165 may couple EGR passage 163, on the intake passage side ofEGR cooler 162, with exhaust passage 145, downstream of exhaust throttle164 (substantially in tailpipe 135). Bypass passage 165 enables at leasta portion of exhaust gas to be released to the atmosphere upon passagethrough EGR cooler 162. In particular, during conditions when EGR valve159 is closed, exhaust gas (such as throttled exhaust gas generated uponclosing of throttle 164) may be directed into EGR passage 163, then intoEGR cooler 162, and then to tailpipe 135 via bypass passage 165. Byventing some exhaust gas via bypass passage 165 when EGR valve 159 isclosed, an exhaust pressure in EGR passage 163 (upstream of and at EGRcooler 162) can be maintained within limits. As such, this reducesdamage to components of the LP-EGR system. In comparison, duringconditions when EGR valve 159 is open, based on the degree of opening ofEGR valve 159 and exhaust throttle 164, and further based on an amountof EGR requested and a ratio of intake to exhaust manifold pressure,exhaust gas may flow from upstream of exhaust throttle 164 to downstreamof EBV 164, via EGR cooler 162 and bypass passage 165, or fromdownstream of exhaust throttle 164 to the intake passage side of EGRcooler 162 via intermediate passage 165. Because EGR may be flown forthe sake of dilution at higher exhaust flows, the fact that some of theexhaust bypasses throttle 164 through aspirator 168 may have minimalimpact.

In some embodiments (as depicted), an ejector 168 may be arranged inbypass passage 165. A motive flow of exhaust gas through ejector 168 maybe harnessed to generate vacuum at a suction port of ejector 168. Thesuction port of ejector 168 may be coupled with, and stored in, vacuumreservoir 177. The stored vacuum can then be supplied to one or morevehicle system vacuum consumers, such as a brake booster,vacuum-actuated valves, etc. A vacuum sensor 192 may be coupled tovacuum reservoir 177 to provide an estimate of available vacuum. In someexamples, exhaust gas may flow from an inlet of ejector 168 (on theintake passage side of the ejector) to an outlet of ejector 168 (on theexhaust passage side of the ejector). In addition to vacuum from ejector168, vacuum reservoir 177 may be coupled with one or more additionalvacuum sources such as other ejectors arranged within vehicle system106, electrically-driven vacuum pumps, engine-driven vacuum pumps, etc.A check valve may be placed between vacuum reservoir 177 and ejector 168to prevent loss of vacuum in vacuum reservoir 177.

Depending on the position of exhaust throttle 164 and EGR valve 159,some or all of the exhaust gas exiting catalyst 170 may bypass theexhaust backpressure valve, enter the EGR passage and flow throughbypass passage 165, providing a motive flow through ejector 168. Forexample, when exhaust throttle 164 is open and EGR valve 159 is closed,the exhaust throttle does not restrict exhaust flow through exhaustpassage 145, and little or none of the exhaust flowing in exhaustpassage 145 downstream of catalyst 170 bypasses the exhaust throttle viapassage 165 (depending on the quantity of exhaust flow and relativediameters of passages 145 and 165). When the exhaust throttle ispartially open and the EGR valve is closed, depending on the quantity ofexhaust flow and relative diameters of passages 145 and 165, someexhaust may flow around the exhaust throttle while the remainder of theexhaust is diverted through ejector 168 via passage 165, bypassing theexhaust throttle. When the exhaust throttle is fully closed and the EGRvalve is closed, all exhaust flow is directed into passage 165. When theEGR valve is open, based on the opening of the EGR valve, at least aportion of the exhaust gas exiting catalyst 170 may bypass the exhaustbackpressure valve, enter the EGR passage, and be recirculated intointake passage 142. A position of the exhaust throttle and the EGR valvemay be adjusted to operate the engine system in one of multipleoperating modes. In doing so, EGR and engine heating requirements may bemet while also advantageously generating vacuum at exhaust ejector 168.

In some embodiments (as depicted), vehicle system 106 further includes ahigh-pressure EGR (HP-EGR) system 171. HP-EGR system 171 includes an EGRpassage 173 that couples exhaust passage 145, upstream of turbine 154with air intake passage 142, downstream of compressor 152 and upstreamof charge air cooler 184 and intake throttle 182. An EGR cooler 172arranged in EGR passage 173 cools exhaust gas flowing there-through. Aposition of EGR valve 179, located in EGR passage 173 on the intakepassage side of EGR cooler 172, may be adjusted by controller 120 tovary an amount and/or rate of exhaust gas recirculated from the exhaustpassage to the intake passage via the HP-EGR system. In someembodiments, one or more sensors may be positioned within HP-EGR passage173 to provide an indication of one or more of a pressure, temperature,and air-fuel ratio of exhaust gas recirculated through the HP-EGRpassage.

Vehicle system 106 further includes a cabin heating circuit 50. Asshown, cabin heating circuit 50 includes a heater core 52, a circulationpump 54, coolant line 56, and a coolant reservoir. The coolant reservoirmay be a relatively large volume of coolant, and may be the engine 100in one example. In another example, the reservoir may be a separate tankor reservoir, such as coolant reservoir 60 (e.g., the coolant reservoirmay be a degas tank or coolant storage tank). Heater core 52 receivescoolant from EGR cooler 162 via coolant line 56. Circulation pump 54 isconfigured to pump coolant from a coolant reservoir to the EGR cooler162 and the heater core 52. The circulation pump 54 may be placedanywhere in series with the EGR cooler and heater core. Circulation pump54 may include a motor that is activated via a signal from controller120, for example. In some examples, circulation pump 54 may beconfigured to adjust a flow rate of the coolant being pumped from EGRcooler 162 to heater core 52, based on feedback from temperature sensor58 a positioned at the inlet of the heater core 52 and/or based onfeedback from temperature sensor 58 b positioned at the outlet of theheater core 52, for example. A fan or blower (not shown) may blow airover the heater core 52 and into the vehicle cabin in order to heat thevehicle cabin. As shown, after exiting the heater core 52, the coolantis routed to one or more of the engine 100 and the coolant reservoir 60.In some examples, as shown by the dotted line 59, the coolant may berouted through engine 100 and the coolant reservoir 60. Coolant routedthrough the engine 100 may be routed through one or more coolant jacketsor sleeves positioned in the engine block, for example. Additionalcoolant lines, pumps, radiators, thermostats, etc., may be present andconfigured to pass coolant through the engine and/or radiator, based onengine temperature.

During engine warm-up conditions where the engine is below a thresholdtemperature (e.g., below a light-off temperature of a catalyst in theexhaust system), the engine 100 and/or coolant reservoir 60 may act tostore a relatively large volume of cold coolant, as the coolant iscooled after passing through the heater core and is not heated up by theengine (as the engine is still cold). As such, to maximize heat transferto the vehicle cabin, the flow rate of the coolant entering the heatercore (after being heated by the EGR cooler) may be adjusted based on thetemperature drop across the heater core and a relationship betweenheater core temperature drop and the flow rate of the coolant (which maybe based on various system parameters, such as cabin heater demand,blower speed, etc.) to provide a flow rate that maximizes heat transferto the vehicle cabin. The coolant flow rate that maximizes heat transferto the vehicle cabin during engine warm-up conditions may not be themaximum flow rate in some conditions.

In this way, the depicted system yields both on-demand exhaust heatrecovery and on-demand vacuum generation at the cost of increasedexhaust back pressure (only during demand). While exhaust heat recoveryis known, the above-described arrangement of exhaust heat recoveryserves cabin heating first and only does engine heating as a lowerpriority. As such, there are three functions that rely on exhaustpressure. The first function is EGR. Specifically, EGR relies on aminimum back pressure to flow at the present engine condition and EGRflow rate demand. Secondly, exhaust heat recovery relies on a certainbackpressure to achieve its heat transfer objective. Finally, theejector relies on a given exhaust backpressure to achieve a given pumpdown rate. The controller uses an arbitration strategy that chooses anexhaust backpressure based on the priorities and restrictions of thetotal system enabling the various demands to be met.

Engine 100 may be controlled at least partially by a control system 140including controller 120 and by input from a vehicle operator via aninput device (not shown). Control system 140 is configured to receiveinformation from a plurality of sensors 160 (various examples of whichare described herein) and sending control signals to a plurality ofactuators 180. As one example, sensors 160 may include exhaust gasoxygen sensor 126 coupled to exhaust manifold 148, MAP sensor 121coupled to intake manifold 144, exhaust catalyst temperature sensor 117,exhaust pressure sensor 119 located upstream of catalyst 170 in tailpipe135, exhaust temperature sensor 128 and exhaust pressure sensor 129located downstream of catalyst 170 in tailpipe 135, heater core inlettemperature sensor 58 a, heater core outlet temperature sensor 58 b, andvacuum sensor 192 arranged in vacuum reservoir 177. Various exhaust gassensors may also be included in exhaust passage 145 downstream ofcatalyst 170, such as particulate matter (PM) sensors, NOx sensors,oxygen sensors, ammonia sensors, hydrocarbon sensors, etc. Other sensorssuch as additional pressure, temperature, air/fuel ratio and compositionsensors may be coupled to various locations in the vehicle system 106.As another example, actuators 180 may include fuel injector 166, exhaustthrottle 164, EGR valve 159, circulation pump 54 (e.g., a motor of thecirculation pump) and intake throttle 182. Other actuators, such as avariety of additional valves and throttles, may be coupled to variouslocations in vehicle system 106. Controller 120 may receive input datafrom the various sensors, process the input data, and trigger theactuators in response to the processed input data based on instructionor code programmed therein corresponding to one or more routines.Example control routines are described herein with regard to FIGS. 2-4.Circulation pump 54 may be replaced with a pump driven with a constantpower but throttled to limit the flow rate, in some examples.

While FIG. 1 includes an exhaust throttle to throttle a less-restrictivepath (e.g., the exhaust passage) and push the exhaust gas into amore-restrictive path (e.g., the EGR passage), other configurations forrouting the exhaust gas through the EGR cooler are possible. Forexample, a diverter valve may directly pass the exhaust gas through theEGR passage and into the EGR cooler.

Thus, the system of FIG. 1 provides for a vehicle system, comprising: anengine including an intake and an exhaust; an exhaust gas recirculation(EGR) passage coupling the exhaust to the intake, the EGR passageincluding an EGR cooler and an EGR valve; an EGR bypass coupled acrossthe EGR cooler; a cabin heating system including a heater core and acirculation pump configured to pump coolant from the EGR cooler to theheater core; and an exhaust throttle positioned in the exhaustdownstream of an inlet of the EGR passage and upstream of an outlet ofthe EGR bypass.

The system further comprises a controller including instructions to,during a cabin heating mode, close the exhaust throttle and the EGRvalve to push throttled exhaust through the EGR cooler and back to theexhaust via the EGR bypass to heat the EGR cooler. The cabin heatingmode may be initiated in response to one or more of engine temperaturebeing below a threshold, ambient temperature being below a threshold,heater core temperature being below a threshold, and a cabin heatingdemand above a threshold, provided, for example, based on a heatingrequest from a vehicle operator or passenger.

The controller includes further instructions to adjust a flow rate ofthe coolant based on a heater core inlet temperature. This may includedeactivating the circulation pump when the heater core inlet temperatureis below a threshold temperature and activating the circulation pumpwhen the heater core inlet temperature is above the thresholdtemperature.

FIG. 2 is a flow chart illustrating a method 200 for providing heat to avehicle cabin. Method 200 may be carried out by a controller, such ascontroller 120, according to instructions stored thereon in order torecover exhaust heat via an EGR cooler (such as EGR cooler 162) andprovide the heat to a cabin heating system heater core (such as heatercore 52).

At 202, the method includes estimating engine operating conditions. Thismay be include measuring and/or inferring conditions such as enginetemperature, exhaust temperature and pressure, barometric pressure,engine speed, boost level, manifold pressure, manifold air flow, vehiclecabin heat demand, etc. At 204, based on the estimated operatingconditions, an EGR requirement of the engine may be determined. Forexample, an amount of engine dilution or residuals required to improveengine performance and combustion stability may be determined. Based onthe determined EGR requirement, an EGR valve position may be determined.In particular, an opening of the EGR valve may be determined based onthe EGR requirement, the EGR valve opening increased (that is, the EGRvalve shifted to a more open position) as the EGR requirement increases.

At 206, it is determined if operation in an exhaust heat recovery modeis indicated. During the exhaust heat recovery mode, as will beexplained in more detail below, exhaust temperature may be increased byclosing an exhaust throttle (e.g., exhaust throttle 164) downstream ofan EGR passage (such as EGR passage 163). The exhaust is then routedthrough an EGR cooler positioned in the EGR passage, and depending onthe position of an EGR valve downstream of the EGR cooler, either to theengine intake or to the engine exhaust via an EGR bypass. By throttlingthe exhaust, the temperature of the exhaust gas increases, which may actto increase the temperature of a catalyst upstream of the exhaustthrottle and increase the amount of heat available to reject intocoolant at the EGR cooler. Because the EGR cooler is in thermal contactwith the cabin system heater core and engine coolant system, thetemperature of the heater core and the engine may be increased when theexhaust throttle is closed.

Thus, operation in the exhaust heat recovery mode may be indicated basedon one or more operating parameters. In one example, the engine may beoperated in exhaust heat recovery mode when engine temperature is belowa threshold and/or when vehicle cabin heat demand is above a threshold.During these conditions, rapid heating of the vehicle cabin may bedesired, and thus exhaust heat may be recovered to heat the heater core.In another example, the exhaust heat recovery mode may be indicated whenthe cabin heating system heater core inlet temperature is below athreshold temperature. In other examples, the exhaust heat recovery modemay be indicated when the ambient temperature is below a thresholdtemperature, a catalyst temperature is below a threshold (e.g., catalystlight-off temperature), and/or when an EGR cooler outlet temperature isbelow a threshold.

If an exhaust heat recovery mode is not indicated, method 200 proceedsto 208 to adjust the exhaust throttle and EGR valve based on EGRdemands. For example, the exhaust throttle may be adjusted to provide adesired amount of exhaust backpressure needed to drive the EGR into theengine intake. Method 200 then returns.

If the exhaust heat recovery mode is indicated, method 200 proceeds to210 to move the exhaust throttle to a closed position and route at leasta portion of the exhaust to the EGR cooler. In one example, closing theexhaust throttle includes fully closing the exhaust throttle. In anotherexample, closing the exhaust throttle includes moving the exhaustthrottle from the current position to a more closed position. By closingthe exhaust throttle, an exhaust backpressure may be increased, therebyincreasing an exhaust temperature, which assists in expediting exhaustcatalyst and EGR cooler heating. In addition, during the exhaust heatrecovery mode, and while the exhaust throttle is closed, method 200 mayinclude retarding ignition spark timing at 212. By retarding sparktiming, the exhaust temperature may be further increased, furtherassisting in expediting exhaust heating. An amount of spark retardapplied may be adjusted based on the temperature of the exhaustcatalyst, for example, or based on the temperature of the heater core.For example, as a difference between the exhaust catalyst temperatureand the threshold temperature increases, more spark retard may beapplied (as long as combustion stability is not degraded).

The exhaust heat recovery mode may include, at 214, moving the EGR valveto a closed position and routing exhaust through the EGR bypass afterpassing through the EGR cooler. In some examples, the EGR valve may befully closed, while in other examples, the EGR valve may be moved to apartially closed position. By closing the EGR valve, the exhaust thatwould otherwise be routed to the engine intake is routed through the EGRbypass and back to the exhaust. In this way, only the requested amountof EGR (which may include, particularly during a cold engine start, noEGR) is delivered to the engine intake, while still passing throttledexhaust through the EGR cooler to heat the EGR cooler. When included,vacuum may be generated via an ejector positioned in the EGR bypass.

At 216, method 200 includes adjusting a coolant flow rate of a heatercore circulation pump. In one example, the coolant flow rate may beadjusted based on a temperature of the heater core, as indicated at 217.In order to expedite cabin heating, the heater core of the cabin heatingsystem is provided with heat rejected from the exhaust into the EGRcooler via coolant pumped from the EGR cooler to the heater core by thecirculation pump. During this mode, heater core heating is prioritizedover EGR cooling, and as such, the coolant flow rate may be adjusted inorder to provide the heater core with hot coolant from the EGR coolerand maintain the heater core at a target temperature. Thus, in someexamples, the heater core circulation pump may be activated only whencoolant exiting the EGR cooler is greater than a threshold temperature,as indicated at 218. Further, as indicated at 220, the coolant is routedfrom the EGR cooler to the vehicle cabin heating system heater core whenthe circulation pump is activated. Adjusting the flow rate of thecirculation pump may include increasing the flow rate when the heatercore temperature (e.g., heater core inlet temperature) is below athreshold temperature. Adjusting the flow rate may also includeincreasing the flow rate when the coolant temperature exiting the EGRcooler is greater than a threshold temperature and decreasing the flowrate when the coolant temperature is below the threshold temperature. Inthis way, only heated coolant is delivered to the heater core,maximizing heating of the heater core. The threshold coolant temperaturemay be a suitable temperature, such as greater than the temperature ofthe heater core, equal to greater than the heater core targettemperature, or other threshold temperature.

In some examples, the circulation pump is not operated at a flow ratefaster than the heat can be extracted from the coolant at the heatercore. If the pump runs too slow, little or no heat transfer may occur.Similarly, if the pump runs too fast, little heat transfer occurs. At anoptimal speed, it moves the most heat from the exhaust to the cabin.When the delta T across the heater core multiplied by the flow rate isat a maximum, then the coolant flow rate is optimal. Thus, in someembodiments, the coolant flow rate may be adjusted based on thetemperature drop across the heater core and based on the flow rate ofthe coolant, as indicated at 221 and described in more detail below withrespect to FIG. 4.

In some embodiments, a thermostat may be provided upstream or downstreamof the heater core circulation pump. The thermostat may block flow ofcoolant to the heater core until the coolant reaches a thresholdtemperature. If a thermostat is provided, rather than adjust a flow rateof the circulation pump, the pump may be operated at maximum flow rate.Since a thermostat does not sense the temperature drop across the heatercore, it cannot set the optimal flow rate. However, it could precludepumping insufficiently warm coolant to the heater core.

At 222, method 200 includes determining if a temperature condition hasbeen met. The temperature condition may be based on the operatingconditions that indicated the engine be operated in the exhaust heatrecovery mode. For example, if the exhaust heat recovery mode wasindicated because engine temperature was below a threshold temperatureand a cabin heat demand was greater than a threshold demand, thetemperature condition may include one or more of the engine temperaturereaching the threshold temperature and the cabin heating system heatercore reaching a target temperature (the target temperature based on thecabin heating demand). In another example, the temperature condition mayinclude the exhaust catalyst reaching light off temperature. If thetemperature condition has not been met, method 200 returns to 210 tocontinue to throttle the exhaust and route heated coolant from the EGRcooler to the heater core.

If the temperature condition has been met, method 200 proceeds to 224 tomove the exhaust throttle towards an open position. In one example, theexhaust throttle may be fully opened. In an alternate example, after thetemperature of the temperature condition is met, the exhaust throttlemay be adjusted based on the catalyst temperature, EGR cooler outlettemperature, and/or the heater core temperature, with the exhaustthrottle shifted from a more closed position to a more open position asthe catalyst, EGR cooler, or heater core temperature increases.

At 226, the EGR valve may also be opened (or moved to a more openposition) if EGR is required. In particular, an opening of the EGR valvemay be adjusted based on the engine's EGR (and engine dilution)requirement. Further, at 228, spark ignition timing may be advanced ifspark ignition timing was retarded at 212.

In this way, a high exhaust heat rate commanded, for example, byretarding spark ignition timing. Then, the exhaust may be throttled topush exhaust through EGR cooler, resulting in the EGR cooler serving asan exhaust-to-coolant heat exchanger. Finally, the heater corecirculation motor may be controlled to deliver coolant above a thresholdtemperature to the heater core. Thus, the cabin system heater core maybe rapidly heated without diffusing the exhaust heat to the entirecoolant system and contacting surfaces.

Coordination of exhaust throttling and heater core circulation pumpadjustments to expedite heater core heating is now shown with referenceto the example of FIG. 3. Specifically, map 300 depicts exhaust throttleadjustments at graph 302, an EGR cooler outlet temperature at graph 304,a heater core temperature at graph 306, and heater core circulation pumpstatus at graph 308. All graphs are plotted against time (along thex-axis).

At t1, an engine may be started and warmed-up. In particular, inresponse to a temperature being below a threshold (such as enginetemperature or heater core temperature), an engine cold-start may beinitiated at t1. During the engine cold-start, the engine is operatedwith each of an exhaust throttle (302) and an EGR valve closed. In thedepicted example, the exhaust throttle and the EGR valve are fullyclosed, however it will be appreciated that in alternate examples, theexhaust throttle and the EGR valve may be moved to a more closedposition. Closing the exhaust throttle causes an exhaust backpressureestimated upstream (e.g., immediately upstream) of the exhaust throttleto increase as well as the exhaust temperature to increase.

With the exhaust throttle closed, at least a portion of throttledexhaust gas is diverted into an EGR passage (or EGR take-off) includingthe EGR valve and an EGR cooler positioned upstream of the EGR valve. Inthe present example, each of the EGR valve and the EGR cooler may bepositioned in a low pressure EGR passage, the EGR passage fluidlycoupling an engine exhaust, from upstream of the exhaust throttle anddownstream of the catalyst to an engine intake, upstream of an intakecompressor. The increased flow of heated exhaust gas through the EGRcooler causes a rise in temperature at the EGR cooler (as shown by anincrease in EGR cooler outlet temperature, 304). This in turn causesincreased heat rejection at the EGR cooler, the heat rejected to thecoolant of the EGR cooler.

Before the EGR cooler outlet temperature (e.g., coolant temperature)reaches a threshold temperature (T_COOLANT), the circulation pump isdeactivated (308). In this way, the coolant may be retained in the EGRcooler rather than being pumped to the heater core. As such, the coolantmay be rapidly heated by the EGR cooler. Once the coolant reaches thethreshold temperature at time t2, the circulation pump is activated andoperated at maximum flow rate. The heated coolant is pumped to theheater core and the temperature of the heater core begins to increase(306).

The circulation pump flow rate may be adjusted based on the temperatureof the coolant at the EGR cooler. As engine running time increases, andmore and more exhaust heat becomes available, one would expect thecoolant rate to increase. Thus when a little heat is put out, a low flowrate is needed, when lot of heat is put out, the coolant flow rate wouldbe high. (If there is not much heat in the water, it works against theobjective to pump water at a high rate.) At time t3, a temperaturecondition is met. In the illustrated example, the temperature conditionincludes the heater core reaching a target temperature (T_CORE). Theexhaust throttle is moved towards an open position (e.g., fully open).It will be appreciated that while the depicted example shows the exhaustthrottle being gradually moved to a more open position after t2, inalternate embodiments, the exhaust throttle may be fully opened at t2.As a result, the exhaust temperature decreases and the EGR cooler outlettemperature also decreases. The heater core circulation pump flow ratemay be adjusted (e.g., decreased) based on the heater core being at thetarget temperature and/or the EGR cooler outlet temperature decreasing.The flow rate of the circulation pump may continue to be adjusted (e.g.,increased or decreased) to maintain the heater core target temperature.

Optionally, the EGR valve (not shown) may be opened after the exhaustthrottle has been opened to provide a desired amount of exhaust gasrecirculation. As such, the EGR amount required may be determined basedon engine operating conditions and engine dilution requirements. Forexample, if more engine dilution is required, the EGR valve may be movedto a more open position.

The heated coolant then leads to an increase in heater core temperaturewhich helps to increase engine efficiency at cold-start while alsoassisting in heating the exhaust catalyst. With the EGR valve alsoclosed, the heated exhaust gas diverted through the EGR cooler is thenflowed from the EGR cooler outlet into a bypass passage which connectsback to the engine exhaust, downstream of the exhaust throttle. Fromthere, the exhaust gas is vented to the atmosphere. As such, thecombination of closing the exhaust throttle and the EGR valve (toincrease exhaust backpressure and temperature and heat rejection at theEGR cooler) expedites heater core heating. In particular, as depicted,the approach enables the heater core temperature to reach the target(T_CORE) in a smaller amount of time than would be possible withoutclosing both valves.

Previous systems have typically been designed such that if the coolantis hot, it is pumped (at maximum flow rate, for example). This is donewith either thermostats or temperature controlled pump or valves.However, in the system described herein, a pumping rate is selected thatoptimizes heat transfer. To compute the optimal flow rate for maximumheat transfer the change in temperature across the heat exchanger isdetermined. This rate may not be the maximum or minimum flow rate insome examples. That said, if the heater core is above a thresholdtemperature, no pumping may be required. Once the outlet temperature ofthe heater core is near a target temperature, the pumping rate can bedecreased. In other words, if the outlet temperature is sufficientlyhigh, pumping may be stopped.

Thus, the method as described above with respect to FIGS. 2 and 3provides for a method for heating a vehicle cabin comprising closing anexhaust throttle while diverting at least a portion of throttled exhaustgas through an exhaust gas recirculation (EGR) cooler coupled upstreamof the throttle; and transferring heat from the EGR cooler to a heatercore configured to provide heat to the vehicle cabin.

The method may include wherein transferring heat from the EGR cooler tothe heater core comprises operating a heater core circulation pump topump the coolant from the EGR cooler through the heater core. The methodmay further comprise adjusting a flow rate of the heater corecirculation pump based on an inlet temperature of the heater core androuting the coolant from the heater core to the engine before returningthe coolant to the EGR cooler.

Diverting the portion of the throttled exhaust gas through the EGRcooler may include diverting a portion of the throttled exhaust gasthrough the EGR cooler located inside an EGR passage while maintainingan EGR valve in the EGR passage at a more closed position, the EGRpassage fluidly coupling an engine exhaust from upstream of the exhaustthrottle to an engine intake, upstream of an intake compressor. In oneexample, the EGR passage is a low pressure EGR passage.

The diverting may further include routing the portion of throttledexhaust gas from an outlet of the EGR cooler to the engine exhaust,downstream of the exhaust throttle, via a bypass passage. The exhaustthrottle may be coupled downstream of an exhaust catalyst, and themethod may further comprise, while a temperature of the exhaust catalystis below a threshold temperature and while the exhaust throttle isclosed, retarding spark ignition timing, an amount of spark retardadjusted based on the temperature of the exhaust catalyst.

The method may further comprise, after the temperature of the exhaustcatalyst is above the threshold temperature, maintaining the exhaustthrottle closed while advancing spark ignition timing. In anotherexample, the method may further comprise, after the temperature of theexhaust catalyst is above the threshold temperature, adjusting theexhaust throttle based on an inlet temperature of the heater core. Theadjusting may include, as the inlet temperature of the heater coreincreases, shifting the exhaust throttle from a more closed position toa more open position.

In an embodiment, a method comprises adjusting a flow rate of coolantpumped from an exhaust gas recirculation (EGR) cooler to a cabin heatingsystem heater core based on an inlet temperature of the heater core; andduring select conditions, throttling exhaust gas to increase exhaustpressure and to route the exhaust gas through the EGR cooler, heat fromthe exhaust gas to the heater core via the EGR cooler. The selectconditions may comprise one or more of only when an exhaust catalysttemperature is below a first threshold temperature and when the inlettemperature of the heater core is below a second threshold temperature.

Throttling the exhaust gas may comprise closing an exhaust throttlepositioned in the engine exhaust, and the method may further comprisewhen an EGR valve downstream of the EGR cooler is closed, routing thethrottled exhaust from the EGR cooler back to the engine exhaust,downstream of the exhaust throttle, via an EGR bypass.

The method may further comprise when the EGR valve is at least partiallyopen, routing exhaust from the EGR cooler to an engine intake. Adjustinga flow rate of coolant based on the inlet temperature of the heater coremay further comprise operating a heater core circulation pump to routecoolant to the heater core only when a temperature of the coolant at anoutlet of the EGR cooler is above a threshold temperature.

Turning now to FIG. 4, a method 400 for adjusting a flow rate of coolantinto a heat exchanger is provided. Method 400 may be carried out duringthe execution of method 200 of FIG. 2, as described above, in order totransfer heat from an exhaust system to a vehicle cabin via a heatercore (e.g., heater core 52), or method 400 may be carried outindependently of method 200. While method 400 is described as occurringwith the EGR cooler (e.g., EGR cooler 162) and exhaust heat rejectionsystem described above, it is to be understood that method 400 may becarried out with other heat exchangers, such as an EGR cooler, chargeair cooler, etc. When carried out independently of method 200, method400 may be carried out in response to an indication that a vehicle cabinis demanding heat.

At 402, method 400 includes estimating and/or measuring operatingconditions. The operating conditions may include, but are not limitedto, coolant temperature (measured upstream and/or downstream of theheater core, via temperature sensor 58 a and temperature sensor 58 b,for example), engine temperature, coolant pump power (such as the powerof circulation pump 54), and other conditions. At 404, method 400includes determining if the system is operating under steady stateconditions. In one example, steady state conditions may include aconstant coolant temperature into the heater core (e.g., coolanttemperature changing by less than a threshold amount, such as 10° C.)and/or a constant heat demand from the vehicle cabin. Further, steadystate conditions may include the engine reaching stable operatingtemperature. Thus, non-steady state conditions may include a warm upperiod where the temperature of the coolant changes by more than thethreshold amount and/or may include an engine warm-up period where theengine temperature is less than a threshold temperature (such ascatalyst light-off temperature or standard engine operatingtemperature).

If the system is operating under steady state conditions, method 400proceeds to 406 to operate the coolant pump at maximum flow rate. Duringsteady state conditions where the characteristics of the cabin heatingsystem and/or engine coolant and exhaust systems are not changing,maximum heat transfer to the vehicle cabin via the heater core may beprovided by the coolant flowing through the heater core at its maximumflow rate. Thus, during steady state conditions (e.g., when the engineis not in a warm-up phase), the coolant pump may be operated to flowcoolant at the maximum flow rate, and then method 400 returns.

However, during non-steady state conditions, the flow rate of coolantthat maximizes heat transfer to the cabin is not necessarily the maximumflow rate. If the temperature downstream of the heater core is near thetemperature upstream of the heater core, the flow rate may be decreasedbecause little heat is being routed to the cabin. Thus, the flow ratemay be optimized to the system characteristics to provide maximum heattransfer to the cabin.

Accordingly, if it is determined at 404 that the system is not operatingunder steady state conditions, method 400 proceeds to 408 to determinethe coolant pump power and temperature drop across the heater core. Thepump power may be determined in order to determine the flow rate of thecoolant (flow is determined as a function of pump power). The controllercommands the pump power and thus has knowledge of it. To determine thetemperature drop, the temperature of the coolant may be directlymeasured at two points (upstream and downstream of the heater core) andthe temperature difference computed. In some examples, the downstreamtemperature may be estimated based on another temperature reading, suchas from temperature sensors in the heater duct.

At 410, method 400 includes determining a system characteristic. Thesystem characteristic may be the relationship between the temperaturedrop across the heater core and the flow rate of coolant into the heatercore. That is, the amount of heat transferred via the heater core (e.g.,which can be determined by the temperature drop across the heater core)is a function of the flow rate of coolant into the heater core. However,various system parameters may affect the relationship between thetemperature drop and the flow rate. For example, the cabin heat blowersetting, cabin temperature, and/or initial coolant temperature may allimpact how much heat is extracted by the heater core at a given flowrate. Rather than measure all the variables that may affect therelationship between the flow rate and temperature drop, the systemcharacteristic may be determined.

Once the system characteristic is determined, the flow rate for maximumheat transfer to the cabin may be selected for that givencharacteristic, as indicated at 412. To determine the flow rate formaximum heat transfer (also referred to as cabin power) for a givensystem characteristic that the system is currently operating under,various control approaches may be used. First, a searching algorithm maybe devised that finds the power maxima (e.g., maximum heat transfer tothe cabin) in real time as the system characteristic changes. Oneexample of this approach is illustrated in FIG. 5, which shows a diagram500 illustrating constant cabin power hyperbolas tangent to systemcharacteristic lines. The system characteristic lines (such as line 504)illustrate the relationship between temperature drop (plotted on thevertical axis) and flow rate (plotted on the horizontal axis), and thecurves of constant cabin power (such as curve 502) are plotted tangentto a respective line.

A non-recursive approach includes mapping the system characteristic byvarying flow rate (piece wise linear) and then finding which of thoseflow rates yield the highest cabin heat flux (i.e. power) and selectingthat operating point (until the system characteristic is re-mapped). Anexample of this approach is illustrated in FIG. 6, which shows a diagram600 illustrating optimum flow rate shifts as system characteristicsshift. This approach recognizes that as the system characteristicchanges, the optimal flow rate changes, and controls the flow rate basedon a rough map of the system characteristic. To rough map the systemcharacteristic, the temperature drop at max flow rate and at, forexample, 15% flow rate may be measured and plotted to give a systemcharacteristic line (such as line 602). Power curves (such as powercurve 604) may then be computed and each maxima found.

Thus, returning to method 400 of FIG. 4, the flow rate for maximum heattransfer may be selected for a given system characteristic. Whilemultiple inputs may influence the relationship between the flow rate andheat transfer, because the system is mapped at a particular moment inits thermal history, the method need know nothing other than the flowrate and temperature drop. Once ΔT*flow rate is a maximum, maximum heattransfer to the cabin is achieved. Further, as explained above andindicated at 414, the flow rate may be adjusted as the systemcharacteristic changes. In one example, as the temperature drop acrossthe heater core increases, the flow rate may be increased and as thetemperature drop across the heater core decreases, the flow rate may bedecreased.

To control the flow rate, the input power to the circulation pump may becontrolled, but even if a pump set for maximum power were throttled, itwould achieve maximum heat transfer to a particular heat exchanger. Inthis case, that heat exchanger is a heater core, but it could be otherheat exchangers such as: radiators, EGR coolers, oil coolers,transmission heaters, charge air coolers, etc.

Thus, in one embodiment, a method for an engine comprises pumpingcoolant from a coolant reservoir to an exhaust component and then to aheater core, the coolant heated by the exhaust component; and duringengine warm-up conditions, adjusting a flow rate of coolant into aheater core to maximize heat transfer to a vehicle cabin. Adjusting theflow rate of coolant into the heater core to maximize heat transfer tothe vehicle cabin may comprise flowing the coolant at less-than-maximumflow rate even if the heat demand of the vehicle cabin is at a maximumheat demand.

Adjusting the flow rate of coolant into the heater core may compriseadjusting the flow rate to a desired flow rate of coolant associatedwith a given operating condition. In an example, adjusting the flow ratecomprises adjusting a flow rate of the circulation pump. The enginewarm-up conditions may comprise a temperature of the engine being belowa threshold temperature, and the method may further comprise, when thetemperature of the engine is above the threshold temperature,maintaining a constant flow rate of coolant into the heater core.

The method may further comprise determining the given operatingcondition based on a relationship between a measured temperature dropacross the heater core and a commanded flow rate of coolant into theheater core. The desired flow rate may provide maximum heat transfer tothe vehicle cabin for the given operating condition. The exhaustcomponent may be an exhaust gas recirculation (EGR) cooler, thereservoir may be the engine, and the method may further comprise routingthe coolant into the heater core from the EGR cooler via a circulationpump, the coolant from the heater core routed through the engine beforereturning to the EGR cooler.

The method may further comprise closing an exhaust throttle whilediverting at least a portion of throttled exhaust gas through the EGRcooler coupled upstream of the throttle to heat the EGR cooler, heatfrom the EGR cooler transferred to the coolant. Diverting the portion ofthe throttled exhaust gas through the EGR cooler may include diverting aportion of the throttled exhaust gas through the EGR cooler locatedinside an EGR passage while maintaining an EGR valve in the EGR passageat a more closed position, the EGR passage fluidly coupling an engineexhaust from upstream of the exhaust throttle to an engine intake,upstream of an intake compressor.

Another embodiment includes a vehicle system comprising: an engineincluding an intake and an exhaust; an exhaust gas recirculation (EGR)passage coupling the exhaust to the intake, the EGR passage including anEGR cooler and an EGR valve; a cabin heating system including a heatercore and a circulation pump configured to pump coolant from the EGRcooler to the heater core; and a controller including instructions to,during a cabin heating mode, adjust a flow rate of coolant into a heatercore based on a temperature drop across the heater core and a flow rateof coolant into the heater core.

The controller may include instructions to adjust the flow rate ofcoolant to a desired flow rate that provides a maximum cabin power, themaximum cabin power a function of the temperature drop across the heatercore and the desired flow rate. The flow rate may be determined by thecontroller based on a power of the circulation pump.

The system may further comprise an EGR bypass coupled across the EGRcooler; and an exhaust throttle positioned in the exhaust downstream ofan inlet of the EGR passage and upstream of an outlet of the EGR bypass.The controller may include instructions to, during the cabin heatingmode, close the exhaust throttle and the EGR valve to push throttledexhaust through the EGR cooler and back to the exhaust via the EGRbypass to heat the EGR cooler.

A further embodiment relates to a method, comprising: pumping coolantthrough a cabin heating circuit comprising an EGR cooler, a cabinheating system heater core, and an engine; during steady stateconditions where a temperature of the coolant into the heater core isabove a threshold temperature, operating the circulation pump at maximumpower to flow coolant into the heater core at a maximum flow rate; andduring non-steady state conditions where the temperature of the coolantinto the heater core is below the threshold temperature, adjusting thecirculation pump to flow coolant into the heater core at aless-than-maximum flow rate, the less-than-maximum flow rate selected toprovide maximum cabin heat.

Adjusting the power of the circulation pump may comprise adjusting thepower of the circulation pump based on a temperature drop across theheater core and a flow rate of the coolant into the heater core. Themethod may further comprise, as the temperature drop increases,adjusting the circulation pump to increase the flow rate and as thetemperature drop decreases, adjusting the circulation pump to decreasethe flow rate.

The method may further comprise during the non-steady state conditions,throttling exhaust gas to increase exhaust pressure and to route exhaustgas through the EGR cooler to heat the EGR cooler. Throttling theexhaust gas may comprise closing an exhaust throttle positioned in theengine exhaust, and the method may further comprise, responsive to anEGR valve downstream of the EGR cooler being closed, routing thethrottled exhaust from the EGR cooler back to the engine exhaust,downstream of the exhaust throttle, via an EGR bypass. The method mayfurther comprise, responsive to the EGR valve being at least partiallyopen, routing exhaust from the EGR cooler to an engine intake.

Thus, if all the coolant is hot (e.g., above the threshold temperature,then the circulation pump is operated at max flow rate, unless it isdesired to save pump energy, in which case the pump may be operated fastenough to keep the heater core outlet temperature at a desiredtemperature. If the coolant is cold, the pump may be operated as fast aspossible but not so fast that the temperature coming into the heatercore cools off. In other words, if the source heat is infinite, then thepump is operated just enough to keep the heater core outlet near systemtemperature. If the source heat is limited, the pump is operated at aflow rate that is limited to keep the heater core inlet temperature hot.

In some examples, the steady state conditions may include thetemperature of the coolant into the heater core changing (e.g.,increasing or decreasing) by at least a threshold amount, where thenon-steady state conditions include the temperature of the coolant intothe heater core changing by less than the threshold amount.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The specific routines described herein may represent one or more of anynumber of processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, thedescribed actions, operations and/or functions may graphically representcode to be programmed into non-transitory memory of the computerreadable storage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein. Thefollowing claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

The invention claimed is:
 1. A method for heating a vehicle cabincomprising: closing an exhaust throttle while diverting at least aportion of throttled exhaust gas through an exhaust gas recirculation(EGR) cooler coupled upstream of the throttle, the throttle coupleddownstream of an exhaust catalyst; transferring heat from the EGR coolerto a heater core to provide heat to the vehicle cabin; while atemperature of the exhaust catalyst is below a threshold temperature andwhile the exhaust throttle is closed, retarding spark ignition timing;and while diverting exhaust gas through the EGR cooler, generatingvacuum by flowing gas through an ejector.
 2. The method of claim 1,wherein an amount of spark retard adjusted based on the temperature ofthe exhaust catalyst while the temperature of the exhaust catalyst isbelow the threshold temperature.
 3. The method of claim 1, wherein theflow through the ejector is exhaust gas flow.
 4. The method of claim 1,wherein transferring heat from the EGR cooler to the heater corecomprises operating a heater core circulation pump to pump coolant fromthe EGR cooler through the heater core, and adjusting a flow rate of theheater core circulation pump based on an inlet temperature of the heatercore.
 5. The method of claim 2, further comprising routing the coolantfrom the heater core to an engine before returning the coolant to theEGR cooler.
 6. The method of claim 1, wherein the ejector is coupledbetween from an EGR passage downstream of the EGR cooler to the exhaustdownstream of the exhaust throttle.
 7. The method of claim 1, whereinthe engine includes a boosting device.
 8. The method of claim 1, furthercomprising, after the temperature of the exhaust catalyst is above thethreshold temperature, maintaining the exhaust throttle closed whileadvancing spark ignition timing.
 9. The method of claim 1, furthercomprising, after the temperature of the exhaust catalyst is above thethreshold temperature, adjusting the exhaust throttle based on an inlettemperature of the heater core.
 10. The method of claim 9, wherein theadjusting includes, as the inlet temperature of the heater coreincreases, shifting the exhaust throttle from a more closed position toa more open position.
 11. A vehicle system, comprising: an engineincluding an intake and an exhaust; an exhaust gas recirculation (EGR)passage coupling the exhaust to the intake, the EGR passage including anEGR cooler and an EGR valve; an EGR bypass coupled across the EGRcooler; a cabin heating system including a heater core and a circulationpump configured to pump coolant from the EGR cooler to the heater core;an exhaust throttle positioned in the exhaust downstream of an inlet ofthe EGR passage and upstream of an outlet of the EGR bypass, an ejectorcoupled from the EGR passage downstream of the EGR cooler to the exhaustdownstream of the exhaust throttle; and a controller includinginstructions to, while a temperature of an exhaust catalyst is below athreshold temperature and while the exhaust throttle is closed, retardspark ignition timing, an amount of spark retard adjusted based on thetemperature of the exhaust catalyst, wherein the exhaust throttle iscoupled downstream of the exhaust catalyst.
 12. The system of claim 1,wherein the controller further including instructions to, during a cabinheating mode, adjust a flow rate of coolant into a heater core based ona determined relationship between a temperature drop across the heatercore and the flow rate of coolant into the heater core, the adjustmentsincluding coordination of exhaust throttling and heater core circulationpump adjustments.
 13. The vehicle system of claim 12, wherein thecontroller further includes instructions to, during the cabin heatingmode, close the exhaust throttle and the EGR valve to push throttledexhaust through the EGR cooler and back to the exhaust via the EGRbypass to heat the EGR cooler.
 14. The vehicle system of claim 13,wherein the controller includes further instructions to adjust a flowrate of the coolant based on a heater core inlet temperature.
 15. Thevehicle system of claim 14, wherein the controller includes furtherinstructions to deactivate the circulation pump when the heater coreinlet temperature is below a threshold temperature and activate thecirculation pump when the heater core inlet temperature is above thethreshold temperature.
 16. A method, comprising: adjusting a flow rateof coolant pumped from an exhaust gas recirculation (EGR) cooler to acabin heating system heater core based on an inlet temperature of theheater core; during select conditions, throttling exhaust gas toincrease exhaust pressure and to route the exhaust gas through the EGRcooler, heat from the exhaust gas transferred to the heater core via theEGR cooler, wherein the flow rate is further adjusted based on adetermined change in temperature across the cooler after unthrottlingthe exhaust gas responsive to a temperature of the heater core reachinga threshold; and flowing throttled exhaust gas through an ejector. 17.The method of claim 16, wherein the select conditions comprise one ormore of only when an exhaust catalyst temperature is below a firstthreshold temperature and the inlet temperature of the heater core isbelow a second threshold temperature, the method further comprisingboosting intake air to the engine.
 18. The method of claim 16, whereinthrottling the exhaust gas comprises closing an exhaust throttlepositioned in the engine exhaust, the method further comprisingresponsive to an EGR valve downstream of the EGR cooler being closed,routing the throttled exhaust from the EGR cooler back to the engineexhaust, downstream of the exhaust throttle, via an EGR bypass.
 19. Themethod of claim 18, further comprising responsive to the EGR valve beingat least partially open, routing exhaust from the EGR cooler to anengine intake.
 20. The method of claim 16, wherein adjusting a flow rateof coolant based on the inlet temperature of the heater core furthercomprises operating a heater core circulation pump to route coolant tothe heater core only when a temperature of the coolant at an outlet ofthe EGR cooler is above a threshold temperature.